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Vehicle Automation—Other Road User

Communication and Coordination:


Theory and Mechanisms

PRESENTATION BY
GUIDED BY
LAKSHMI C R HARIKRISHNAN V
ASSISTANT PROFESSOR SCM17EE018
EEE DEPARTMENT S7/EEE

DATE:12/11/2020
INTRODUCTION::
 Vehicle to Vehicle (V2V) and Vehicle to Infrastructure (V2I)

 Vehiclesand users communicate and exchange data with


random untrusted entities

 Use of mechatronics and artificial intelligence to assist a


vehicle's operator.

 Intelligent or smart 1
STRUCTURE::
 Hardware
• Sensors
• V to V and V to I technology
• Actuators
 SOFTWARE
Processes for
• Percepyion
• Planning
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• control
KEY COMPONENTS::
 Sense the road

 Map the road

 Negotiate your place on the road

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BLOCK DIAGRAM

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The Basic Safety Message
 Primary message set to send data between vehicles.

 Speed

 Heading angle

 Position etc…

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Technology Implementation
 Device must know its own position

 Computer processing unit

 Transmit this message wirelessly to another


vehicle

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 A GPS antenna and receiver.

 Security module

 Communication medium is necessary.

 Dedicated Short Range Communication

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 Up to 1km

 Supports data rate of up to 27Mbps

 Comprisesa 5MHz guard band, one 10MHz Control


Channel (CCH) and six 10 MHz Service Channels
(SCHs).

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DSRC
(Dedicated short-range communications)

 Dedicated short-range communications (DSRC) are one-way or two-way short-range to


medium-range wireless communication channels specifically designed for automotive use and
a corresponding set of protocols and standards.

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D S R C (Dedicated Short Range Communication)

 Reliability

 Secure data transmission

 Low latency.

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VEHICLES COMMUNICATING EACH OTHER

In vehicular communication network types, the


transferred information contains warning messages 11
and traffic information.
VEHICLE TO INFRASTRUCTURE

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Example crosswalk negotiation between a
vehicle and pedestrian in a road context.

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PHYSICL IMPLEMENTATION

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ADVANTAGES:::

 Traffic moving efficiently

 Improve drive time and vehicle safety.

 Congestion is greatly reduced.

 People are more mobile.

 People get where they need to go faster—and more safely.


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REFERENCES:
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MIT Press, 2008.
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4. M. R. Endsley and E. O. Kiris, ‘‘The out-of-the-loop performance problem and level of control in
automation,’’ Hum. Factors, vol. 37, no. 2, pp. 381–394, Jun. 1995.
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and Ergonomics, G. Salvendy, Ed., 2nd ed. New York, NY, USA: Wiley, 1997, pp. 1926–1943.
6. O.FeldmanhallandA.Shenhav,‘‘Resolvinguncertaintyinasocialworld,’’ Nature Hum. Behav., vol. 3, no. 5,
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crossings,’’ Accident Anal. Prevention, vol. 102, pp. 41–50, May 2017.
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9. O. Inbar and N. Tractinsky, ‘‘The incidental user,’’ Interactions, vol. 16, no. 4, p. 56, 2009.
10. E. Montague and O. Asan, ‘‘Trust in technology-mediated collaborative health encounters: Constructing
trust in passive user interactions with technologies,’’ Ergonomics, vol. 55, no. 7, pp. 752–761, Jul. 2012.
11. A. Shariff, J.-F. Bonnefon, and I. Rahwan, ‘‘Psychological roadblocks to the adoption of self-driving
vehicles,’’ Nature Hum. Behav., vol. 1, no. 10, pp. 694–696, Oct. 2017.
P. K. Piff, D. M. Stancato, S. Cote, R. Mendoza-Denton, and D. Keltner, ‘‘Higher social class predicts
12.

increased unethical behavior,’’ Proc. Nat. Acad. Sci. USA, vol. 109, no. 11, pp. 4086–4091, Mar. 2012. 18
THANKYOU

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